JPH0612134B2 - Braking device for rotary drive - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a braking device for stopping the rotational drive of one device body, and is mainly used for stopping the drive of a lift control surface of an aircraft wing. The present invention relates to a braking device.

[Conventional technology]

The aircraft wing has a number of movable lift control surfaces that are moved to increase wing lift during takeoff and landing. A sharp decrease in the amount of lift or a substantial imbalance between the lift provided by each wing may result in disaster. The drive failure transmitted to the control surfaces of both wings makes the control surfaces apt to be moved by aerodynamic forces to the position of minimum lift. It is therefore desirable to lock the control surface as close as possible to the position which it occupied when the failure occurred.

These lift control surfaces are usually actuated by geared actuators, which are driven by shafts extending along wings from suitable motors in the fuselage of the aircraft. Failure to connect to the drive shaft, motor, or both drive shafts allows the control surface of one or both wings to be moved by aerodynamic forces, as described above. In the event of such a failure, both drive shafts need to be braked to hold the lift control surface substantially in the position where the failure occurred. GB-A-1,591,799 discloses a braking device responsive to a failure of the drive connection between the motor and both shafts of the lift control system. British Patent 1,400,449 additionally discloses a device for detecting the asymmetry of the position between the drive shafts of the respective wings of an aircraft, and such a device is disclosed in the British patent. It can also be used to actuate braking on both axes, as taught by No. 1,591,799.

[Problems to be Solved by the Invention]

A drawback of such known devices is that the control surface is moved sufficiently from the desired operating position by more than an acceptable amount, although the time taken between the occurrence of a failure and the actuation of the brake is short. Typically in case of failure, the control surface is 4
It is required to move below °.

The drawbacks mentioned above result from the extremely low moment of inertia of the gear actuator and the drive shaft. Further, each actuator has a 50
With a gear ratio as high as 0: 1, the inertia of the control surface itself is negligible. Aerodynamic forces exert a relatively high torque on the drive shafts and, in combination with low inertia, result in very high accelerations of these shafts in case of failure. These accelerations are typically 14,000 revolutions / sec ² . Thus, even if braking is applied to the drive shaft within, for example, 50 ms, this distance is sufficient to move the control surface above the permissible amount and, for both shafts, high enough to suppress effective braking. If speed is reached or if braking is effective, a large force will result in each part of the device. The object of the present invention is to provide a braking device in which the abovementioned drawbacks are reduced or overcome.

[Means for Solving the Problems]

According to the invention, a braking device for a drive device comprising a drive shaft and one or more gear-type actuators connecting the drive shaft to respective driven elements, the braking device being connected to the drive shaft. An input shaft, and a brake device and a flywheel operable by one actuator for stopping the rotation of the input shaft, the brake device being fixed relative to the input shaft and the braking device. A speed increasing gear device having an output part adapted to drive the flywheel and an input part adapted to be driven by the input shaft, and the speed increasing gear device. Of the friction clutch connected between the input section and the input shaft, and the large number of elements are moved to place the input shaft and the fixed portion in a meshing position. There is provided a braking device for a rotary drive device, comprising a friction clutch operable by the actuator.

In a preferred embodiment, the moment of inertia applied to the input shaft by the flywheel via the speed increasing gear is at least 10 times the combined moment of inertia of the rest of the braking device.

[Action]

The lift control surfaces of an aircraft wing must be controlled symmetrically, but if one of the drive shafts or one of the transmission elements for that control fails, the lift control surfaces of one or both wings will It is moved mechanically and the balance of the left and right sides of the airplane is lost, leading to a serious accident.

It is a disadvantage for the device that the lift control surface is quickly accelerated when a failure occurs.

It is also known to provide a brake that suppresses the movement of the lift control surface, and the time until the brake is applied is short,
The aerodynamic force was large and the lift control surface was moved to an unacceptable amount. It is important that the symmetrical limit values are not violated before the brakes are applied.

The gist of the present invention is to first connect the flywheel to the speed increasing gear system to increase the moment of inertia of the flywheel.
By coupling this torque to the input shaft by means of a friction clutch, it is possible to reduce the acceleration experienced in the lift control surface by acting as a resistance against an increase in the rotational speed of the drive shaft in the event of an accident. This will first reduce the speed increase of the rotating shaft and the movement of the lift control surface before the brakes are applied. The speed increasing gear device is used to increase the rotational speed of the flywheel and increase the moment of inertia. This corresponds to adopting a flywheel having a larger torque without using a heavier flywheel.

An essential feature of the present invention is that a friction clutch is used as a clutch between the input shaft and the flywheel. This clutch is first used to transmit the rotation on the input shaft side to the flywheel, but when the rotation on the input shaft side is about to change suddenly, the clutch acts as a brake on the input shaft side. When the friction clutch slips and the moment of inertia of the flywheel is dissipated, and the friction clutch of the braking device operates immediately after the accident, the friction clutch on the speed increasing gear device side slips as described above and the moment of inertia on the flywheel side. Is dissipated as heat and acts so as not to increase the load on the braking system. The clutch plate of the friction clutch is in a sliding state when the clutch slips, and dissipates the energy stored by the flywheel as heat.

In the event of a drive side failure, the aerodynamic forces on the lift control surface move the lift control surface towards the position of minimum lift. The movement of the lift control surface is transmitted to the braking device via a shaft portion extending between the control device and the lift control surface. The inertia of the flywheel reduces the acceleration of the lift control surface so that the brake is applied before the lift control surface is moved to an unacceptable amount. The clutch slips, and the energy stored in the flywheel is dissipated as heat in the clutch plate and is not transmitted to the braking device. The slipping clutch also acts to prevent additional torque from being applied to the step-up gearbox or the input shaft, and further from breaking these parts.

The device of the present invention does not store energy in the flywheel or transfer energy to assist the lift control surfaces. Further, the friction clutch of the present invention is installed to dissipate energy from the flywheel, and the flywheel is not used to store energy.

〔Example〕

One embodiment of the present invention and described below with reference to the accompanying drawings.

As shown in FIG. 1, an aircraft wing 10 has a plurality of lift control surfaces 11 mounted thereon. The lift control surface 11 is moveable between a working position and a non-working position by a motor 12 in the fuselage of the airplane.
Operates through a drive shaft 13 and a gear type actuator 14, each of the gear type actuators 14 having a ratio of 500: 1.
It incorporates a planetary gear reducer having a ratio of. A general type of actuator for the geared actuator 14 is shown in U.S. Pat. No. 3,008,355. The braking device 15 is provided at the end of the drive shaft 13 near the blade tip. It will be appreciated that the corresponding wing on the other side of the aircraft incorporates the same device as described above.

The braking device 15 is shown in more detail in FIGS. These figures should be read together and corresponding parts bear the same reference numerals.

The braking device 15 has an input shaft 20 with an inwardly splined portion 21, which has the splined portion 21.
Engage complementary splines on drive shaft 13. The friction clutch 22 is composed of three slidable drive clutch plates 23 connected to the input shaft 20, and two slidable drive clutch plates 24 connected between the clutch plates 23 and connected to the carrier 25.
The spring 26 biases the clutch plates 23, 24 into frictional engagement. Mounted on the carrier 25 are a plurality of planetary pinions 2
7, each of the planetary pinion gears has 17 teeth and meshes with a large gear 28 of an internal gear having 53 teeth fixed to a housing 29 of the braking device 15. The planetary gear 27 is also
The nineteenth sun gear 30 meshes with the sun gear 30.
Is supported around the input shaft 20 and the sun gear 30
Is a flywheel 3 supported by bearings 32 in a housing 29
1 and spline engagement. The flywheel 31 is made of metal having a density of 5.65 × 10 ⁻³ kg / m ³ and is dimensioned to have a polar moment of inertia of 54 × 10 ⁻⁶ kg / m ² . Gear train 27, 28, 3
The rotation ratio due to 0 is 3.79: 1, and the moment of inertia of this gear train is about 44 × 10 ^-6 kg.
· ^M is ^2, thereby a total moment of inertia applied via the gear train 27,28,30 by the flywheel 31 to the drive shaft 13 is 8.2 × ¹⁰ -4 kg · ^{m 2}
And the total moment of inertia of the rest of the braking device 15 is 0.
Since it is 47 × 10 ⁻⁴ kg / m ^2, the effective moment of inertia of the flywheel 31 is more than 17 times the effective moment of inertia of the rest of the braking device 15. The total moment of inertia applied to the drive shaft 13 by the braking device 15 is 8.67 × 10 ⁻⁴ kg / m ² .

The input shaft 20 is drivingly connected to a converter 40, and the converter 40
Supplies an electrical signal on line 41 to a control unit 42 (FIG. 1) in the motor 12. The signal on line 41 corresponds to the angular position of drive shaft 13 and is compared in control unit 42 with the corresponding signal on line 43 from the other wing of the aircraft. If the signals on the lines 41, 43 indicate an unacceptable difference in the angular position of the respective axes, the control unit 4
2 is a line 44 for braking the drive shaft, as will be described later.
The signal is supplied to 45.

There is yet another friction clutch 50 adjacent to the splined portion 21 of the input shaft 20. The friction clutch 50 is three clutch plates movably and slidably mounted on the input shaft 20. 51 and two plates 52 inserted between the clutch plates 51, which plates 52 are drivably and slidably mounted on a carrier 53. Lever 49 includes a cam surface 54 for counterclockwise rotation of lever 49 as seen in the figure, forcing plates 51 and 52 into mutual frictional engagement. As is clearly shown in FIG. 4, the carrier 53 has a plurality of braking rollers 55 arranged between the input shaft 20 and the housing 29. The carrier 53 has a spring 56 (fourth position) at a position where the braking roller 55 is aligned with the recess 57 in the housing 29.
(Fig.) So that the braking roller 55 is free to rotate. Engagement of clutch 50 pushes carrier 53 away from the position shown in FIG.
Is pushed between the housing 29 and the input shaft 20 so as to stop the movement of the input shaft 20.

The lever 49 can be pushed counterclockwise by the rod piston 60. The rod piston 60 is biased by a spring 61, and the spring 61 makes the crank arm 6
It is possible to control against the movement by the spring 61 by means of the rollers 62 on the three. The rod piston 60 is a roller 62
When engaged by the lever 49, the lever 49 causes the friction clutch 5 to
0 is maintained in a position without drive engagement between the input shaft 20 and the carrier 53. Crank arm 63 is rod piston 6
It is moveable by electromagnetic actuator 64 to open 0 and causes lever 49 to move counterclockwise. Electromagnetic actuator 64 responds to the signal on line 44.

The crank arm 63 can also be moved by the facilitating lever 65 to release the rod piston 60, but the facilitating lever 6
5 is biased away from its cooperation with the crank arm 63 by a spring 66 and can be pressed against the spring 66 by threaded rods 67, 68, as shown in more detail in FIG. In addition, the threaded rods 67, 68 have right and left threads, respectively, and engage complementary threaded sleeves 69, 70 bearing on the housing 29. The threaded rods 67 and 68 include a portion 71 having a square cross section as shown in FIG. 5, and a portion 71 having this square cross section.
Penetrates through a square hole in the sleeve 72 that frictionally engages the housing 29 and prevents rotation of the threaded rods 67, 68. The structure is such that rotation of the sleeves 69, 70 is moved in one direction by engagement of the threaded rod 67 with the facilitating lever 65 and movement of the threaded rod 68 away from such engagement. Rotation of complementary threaded sleeves 69, 70 in opposite directions reverses the above movements of threaded rods 67, 68.
Further, when the complementary threaded sleeves 69, 70 are stationary, the threaded rods 67, 68 are rotated by the sleeve 72 for initial setting or testing.

The complementary threaded sleeves 69, 70 include a spur gear 73, which meshes with a compound gear element 74. The compound gear element 74 also meshes with the spur gear 75 on the input shaft 20. The gear connection between the input shaft and the complementary threaded sleeves 69, 70 is such that the sleeve rotates at approximately 1/3 of the speed of the input shaft 20, and the thread pitch of the threaded rods 67, 68. However, the facilitating lever 65 is actuated to brake the input shaft 20 before tilting the lever 49 and before the lift control surfaces 11 (FIG. 1) reach their limit position in both actuation directions. .

〔The invention's effect〕

The combined moment of inertia of each of the lift control surface 11 and the actuator 14 is extremely low as applied to the drive shaft 13, typically 0.163 × 10 ⁻⁴ kg ·
m ² . In the worst case, the total moment of inertia of the disengaged portion where the drive shaft 13 does not work in the area AA in FIG. 1 is 8.82 × 10 ⁻⁴ kg · m ² . A typical torque of 5.65 Nm applied to the braking device 15 by the lift control surface 11 which has been disengaged results in the acceleration of the input shaft 20 to 1020 revolutions / sec ² . At a typical time of 50 milliseconds between the occurrence of a fault and the actuation of the braking roller 55, the input shaft 20 rotates at only 1.275 revolutions, so that the lift control surface which is disengaged is about 1 degree from its initial position. Only moves.

An increase in the moment of inertia is obtained by the speed increasing gearing in the braking device 15 without increasing the mass too much. When the brakes in the controller 15 are activated, the energy in the flywheel 31 is dissipated as heat in the friction clutch 22.

〔The invention's effect〕

The concept of the present invention uses a speed increasing gear device and a flywheel to correspond to a larger flywheel, and uses a friction clutch at the input portion of the speed increasing gear device to skillfully utilize inertia momentum of the flywheel. It is in. Due to the friction clutch, the moment of inertia of the flywheel suppresses the acceleration of the drive shaft when a failure occurs, and the moment of inertia of the flywheel is dissipated as heat when the brake device acts, and does not increase the load on the brake device.

Therefore, it is only necessary for the braking device to exert sufficient torque to stop the movement of the lift control surface. If a friction clutch is not used, the braking system must be powerful enough to quickly stop the rotation of the flywheel as well as the lift control surface movement.

The use of a friction clutch also reduces the torque experienced by the speed increasing gear and input shaft during braking. This eliminates the possibility of damage to the components of the braking system.

With the control device for a rotary drive device according to the present invention, the influence of external force (aerodynamic force) is minimized when a failure occurs with a relatively small flywheel, a large brake device is not required, and attached elements are included. It is now possible to brake quickly and safely without applying excessive force to the vehicle.

[Brief description of drawings]

FIG. 1 is an explanatory view showing a lift control device for an aircraft wing, FIG. 2 is a schematic explanatory view showing a braking device forming a part of the device shown in FIG. 1, and FIG. 3 is shown in FIG. Sectional views showing details of the shown braking device, FIGS. 4 and 5 are sectional views taken along lines 4-4 and 5-5 in FIG. 3, respectively. 10 ... Wing portion, 11 ... Lift control surface 12 ... Motor, 13 ... Drive shaft 14 ... Gear type actuator 15 ... Braking device 20 ... Input shaft 21 ... Inwardly splined portion 22 ...... Friction clutch 23 ...... Clutch plate 24 ...... Clutch plate 25 ...... Carrier, 26 ...... Spring 27 ...... Planet pinion 28 ...... Internal gear large gear 29 ...... Case 30, 30 ...... Sun gear 31 ... ... flywheel 40 ... converter, 41 ... line 42 ... control unit 43 ... line, 44, 45 ... line 49 ... lever, 50 ... friction clutch 51 ... clutch plate 52 ... plate, 53 …… Carrier 54 …… Cam surface, 55 …… Brake roller 56 …… Spring, 57 …… Recess 60 …… Bar piston 61 …… Spring, 62 …… Roller 63 …… Crank arm 64 …… Electromagnetic actuator 5 ...... conducive lever 66 ...... spring 67 and 68 ...... rods 69 and 70 ...... complementary sleeve with threaded screw

Claims (5)

[Claims] 1. A drive shaft (13) and one or more gear-type actuators (1) connecting the drive shaft to respective driven elements.
4) A braking device (15) for a rotary drive including: an input shaft (20) for connecting the braking device (15) to the drive shaft (13); and a rotation of the input shaft. A braking device (49-55) operable by one actuator (60-64) for stopping the engine, and a flywheel (31), the braking device comprising an input shaft (20).
And a plurality of elements (55) meshing with a relatively fixed part of the braking device, wherein the output part is adapted to drive the flywheel (31) and is driven by the input shaft. And a friction connected between the input portion and the input shaft (20) of the speed increasing gear device (27, 28, 30). Clutch (22)
And a friction clutch (50) operable by the actuators (60-64) to move the multiple elements (55) to place the input shaft and the fixed portion in a meshing position. And a braking device for a rotation drive device. 2. The input shaft (2) via the speed increasing gear device.
0) according to claim 1, characterized in that the moment of inertia exerted by the flywheel (31) on 0) is at least 10 times the combined moment of inertia of the rest of the braking device. Braking device for rotary drive. 3. A spring (61) for biasing the braking device (49-55) toward its operating state, and a facilitating lever () for pressing against the operation of the braking device (49-55). 65), wherein the actuator (64) is operable to open the facilitating lever (65). 3. Braking device for a rotary drive according to claim 1 or 2, characterized in that . 4. A further actuator (67, 67) which responds to a predetermined rotational travel of the input shaft in opposite directions to open the facilitating lever (65).
68) The braking device for a rotary drive according to claim 3, characterized in that 5. A plurality of rolling elements with which the braking device (49-55) can engage the input shaft (20) and a relatively fixed part (29) of the braking device (15). (5
5) and friction that may be implemented by the actuators (60-64) to move the rolling element (55) into a position that frictionally engages the portion (29) fixed to the input shaft (20). A braking device for a rotary drive device according to any one of claims 1 to 4, characterized in that it comprises a clutch (50).